Engine starter control



ENGINE STARTER CONTROL Filed May 17, 1951 ,2 23 0 IGNITION CU F 0 U7 kcGl/LATOQ RELAY 2 20 6 7 MAY BE OPEREZ'EO 5v 1Z mus/mayo: ONTROL ?2/ 1-2! INVENTORS PAUL Z. .ScmvelmrkJ 3y l/nmuz: I Ceomwzu.

Tame FTTORIYE vs Patented Sept. 29, 1953 ENGINE STARTER CONTROL Paul L. Schneider and Harold J. Cromwell, Anderson, Ind., assignors to General Motors Corporation, Detroit, Mich, a corporation of Delaware Application May 17, 1951, Serial No. 226,772

2 Claims. 1

This invention relates to engine starter control apparatus by which an engine cranking electric motor is caused to operate by closing a manually controlled switch and by which operation of the motor is prevented while the engine is self-operative..

An object of the present invention is to provide improved means whereby the starting motor cannot be operated while the engine is selfoperative. In the disclosed embodiment of the invention, this object is accomplished by the use of a closed switch which is moved to an open position, but which is normally held in a closed position by a relatively strong spring in order that the starting motor circuit will be completed by closure of a manually operated switch. The closed switch remains in a closed position during engine cranking and is opened in response to self operation of the engine and remains open so long as the engine is self-operative. closure of the switch is accomplished by the relatively strong spring and is maintained closed during cranking of the engine as the engine suction is insuflicient to open the switch. The opening of the switch is effected by an engine suction responsive means which operates in opposition to the relatively strong spring. When the engine becomes self-operative, engine suction becomes suificient to overcome the relatively strong spring and the switch is moved to open position and the operation of the starting motor ceases. So long as the engine remains selfoperative, even though the engine suction may decrease substantially as when operating at full load and wide open throttle, this switch, normally held closed by the spring, does not close until suction is reduced to a value lower than occurring at any time during self-operation of the engine.

In case the self-operation of the engine is only temporary, such as a false start, a means is provided for delaying the closure of the switch by the strong spring. The operation of the strong spring to close the switch is retarded by a restriction in the vent of the diaphragm chamber of the suction responsive means.

Further objects and advantages of the present invention will be apparent from the following description, reference being had to the accompanying drawings wherein a preferred embodiment of the resent invention is clearly shown.

In the drawing:

The figure of the drawing is a diagrammatic view of an engine starter control system embodying the present invention. 1

The

Referring to the drawing, a generator 20, grounded at 2|, is connected by a wire 22 to a cut-out relay 23 which operates automatically to connect the generator to a battery 24 grounded at 25. The field winding 26 of the generator is connected to a voltage regulator 21 grounded at 28.

The starting system for the internal combustion engines includes a starting motor 30 grounded at 3|. The motor 30 has a field winding 32 connected by a wire 33 to a fixed contact 34 of a switch 35. The switch 35 has a movable contact 36 normally maintained out of engagement with fixed contacts 34 and 31 by a spring 38. The fixed contact 37 is connected by a wire 40 with the storage battery 24.

The switch 35 is automatically moved into a closed position by an electromagnetic means including an armature 40 surrounded by a winding 44 of fewer turns of relatively coarse wire and a winding 42 of relatively large number of turns of fine wire. One end of winding 42 is grounded at 43 and one end of winding 4| is connected with the wire 33 which is on the starting motor side of the starting switch 35.

The energizing circuit for the coils 4| and 42 of the electromagnetic switch 35 is completed by closing an ignition switch 45, a neutral safety switch 46, and an electromagnetic relay switch 41 including a core 48 and a coil 49 surrounding the core. One end of the coil 49 is connected by a wire 50 to the wire 22 while the other end of the coil is connected by a wire 5| to a fixed contact 53 of the neutral safety switch 46. The relay switch 41 includes a support 54 to which one end of a leaf spring 55 is fixed. An armature 56 is fixed to the free end of the leaf spring 55 above the core 48. The leaf spring 55 supports a contact 51. A fixed contact 58 is supported in alignment with the movable contact 51. The contact 58 is connected by a wire 58a. to the battery 24.

The leaf spring 55 of the relay switch 41 is connected by a wire 59 to a self-biased switch 60 including a support 6| to which one end of a leaf spring 62 is fixed. The free end of the spring 62 supports a contact 63 which is in alignment with a stationary contact 64 connected by a wire 65 at the junction point between the coils 4i and 42.

The switch 60 is normally held in a closed position by a suction device 65 which includes cupshaped shells 66 and 67. The shell 66 is provided with a tubular flange 68. The shells 66 and 61 are flanged at their peripheries and are secured together by bending over the peripheral flange of shell 66 to clamp the periphery of a flexible diawith a reduced portion which extends through? apertures provided by the diaphragm B9 and .the cup-washer l4 and riveted together to form a unitary diaphragm assembly. The parts of the. diaphragm assembly are fab'ricatedi separately and assembled in this way forireascns'ofzeconomys The cup-washer 14 receives one end of a spring 15 which surrounds a tube 16 attached to.-a.fiange- 11 of the shell 61. The spring T'urges the diaphragm down until the plunger causesithe leaff spring 62 to move contact 63 into engagement with-'fixedtcontact 64; The upward movement of diaphragmBQ is stopped by; engagement ofwasher 14 withthe lower end of: the tube. 16 which is notched' at 18" so that suction ionthediaphrag-m continues-after-saidienga'gement;

The tube": is connectedwith a' junction block {W connected'with: a suction operated windshield wiper-"8i; The blocl 80=-is connected with a tube 82 containinga length'ofzporous fibrous material, for"an"examplea:smoking. pipe cleaner 83; The block180: isia'lso conn'ectedby pipe 84 which in turn is connected with'avacuum boosterpump 85. A: tube. 86 connects the pump withzthe-engine intake -manifold;. not shown. The pump 8500mprises a chamber 81 connectediwiththetubes8 andBB by biasedcheckxvalvess 88 and Wrespectively. The chamber'8-l is closed on one sideby at diaphragm 91f carry-ing ia studs92: A spring, 93 urges; the stud 92: againstla'bar '9'41attached to an eccentric strap 95: surrounding an eccentric: 96 driven: by the. camshaft 91 of :the: engine.

When the: engine isi'notl running the spring urges'theidiaphragmzassembly down, as viewedin the drawing, causing the plimgersslfl; I lito. move the: leaf: spring 62 111119; directionia'gainst'. itsiown resiliency so. that.- the conta'cts 63; 64': are in engagement; The operation" of: the presentiinvention is assfollowsz" The closure of? the. ignition switch A5:.-and"the:neutral safety. switch 46? completes acircuit throughtheLbattery ZA, switches 45, 46; wire 5 I", coil'AQ; wire 50; wire 22, generator 20; and ground 2| whereby' th'e commas-energized to: attract armature 565 to close" contacts 5:! .56. When that occurs; current-will flow from the bat t'ery 24 wireBBa; contact's 58 5?, leaf spring 56, wire59,= contactscfifi Gil; wire:-65,coi1 42lto:ground 43* and' coil rd! 2 through: motor 31] to 1 ground: 31 Thes. energization: ofathe coils 41 andi'dzvcloses the switchr The starting ,circuitisithen completed, thereby. causing: the starting motor: 3fi 'to crank the engine.

When? the? engine becomes selfeoperative'; and drives the generator at such speed. that: the counter voltage opposes the battery; voltage-im-.- pressed? Ont-he relay coil H-the-coil-willbe: deienergizedaand the contacts-51 58will separate. Thereforethe operationsof the starting motor will cease even if there were no other meansufor effectingrcessation. The present inventiomhowever provides means for.efictingdiscontinuance ofathe. operation .of the starting motor independently offthestatusof-therelay coilA9; N

During ,-the.- cranking of :the: engine; thersuction produced;imthe-intake manifold will=not=beisufe fici-ent" to: elevate; thee diaphragm. 69- against? the force of the spring 15, thus the plungers 10, II are held under pressure against the leaf spring 62 to maintain the contacts 63 and 64 in en agement. When the engine starts there is a falling of pressure within the intake manifold below atmospheric pressure which results in a pressure upon the upper-side chime-diaphragm '69 compressing thespring 15, moving theiplungers 10, H away from the leaf spring 62. This allows the leaf spring 62, due to its own resiliency, to lift automatically the contact 83 from engagement with contact 64'' to open the starting motor circuit.

Upvvardmovement-of the diaphragm 69 is stopped by: engagement: of: the washer M with the lower endiofztubea'lfi the:notches 78 permitting suction to continue on th'e diaphragm after the washer engagesthe tube'lG.

In case ofa false start the present invention provides a time delay in lowering of the vacuum above the diaphragm 69"; When the engine stops, the :vacuum Y booster pump,-wsto.pszwith itssvalves 88r andi90 closed. Air ispermittedatoentenslow ly-imthepipe 82-past the fibrous memberefiflawhose length includedswith the:pi-pe 8-2-is such'thatrthe lapse ofl.5'- seconds; .foraexample, is requiredbefore the spring 15 returns the diaphragm- 69.- and plungerssl 0 -1 I:- tea the positiomwhich: causes the switch 60-'t0:cl0se.-- The fibrous. materialon. pipe cleaner BS-isadjustedelongitudinally to-eifectwthat time: delay required fora-pinion; not showni associated: withthe starting motor 3&- to 7 coast? to a: stop: afterr afalse: starts This time delay, is animportantzfeaturein case of wide open throttle to accelerate accompaniedby an inadvertent movement of the selectingleverfromthe drive? position to neutral? position instead ofdrive? to.:low-,. the switch 60 would not-.-closefor-Ersec- OIIdSr- At: suchetimes; however; the operator. may have time-to discover: his mistake. andishiftr from neutral? 'tolow.'" 7 e e 7 It is noint' d: .out-that thesw-itch temay; besa manuallycoperated: SWltCh. located: orr-.the:-ins-tru.- ment panel Ofit'ne vehicle-0n it neutral safety switch under control byratransmissionselecting lever; notvshownw Whenthe engine.- is propelling; thayehicie; the neutralsafety switch 46s is opened because. itiis-= under; controh of the transmission seleetingelever whiehion being-shift edafromWneutral to.-drive. 01"10V6TS&., causes theeopening; of the switchiilii. Therefore coil.- 49 ofirelayswitch di' is deenergized If-ithe'transmissiorr selectingilevenis moved: to neutra f 'whileitiieeengineziserunhingthe'startinggswitchzii5 cannot be? closed: because the suction: device: 65 the -p-l ung'ers.=li3; H in a'ip'josition sccthat .thle lea; prihgfBE ill babiasedlto a pcsitionto main"- tain thecoiitacts fieffi'd s'eparated. The cranking starting-motor 3B is caused-to 0perate by closing the ignition switch vi -provided the" transmission selectingleveriis' in neutral or park"position". The selection" of any other position renders the starter motor" control" inefiective. If. the. engine stops" while the", transmission is. menace. its driving. positions. with the ignition switch turnedflto on? position the engine islstartedemerely by moving; the transmissionselecting lever tofineutral or:parl position. This application is an improvement-ioii-the copending; application-pf; Paul 11.; Schneider, Ser. N0.-.85,231; ,filedt- April:2-, .19l 9 g: j 1

While the embodiment of the-present invention as herein: disclcsed,-. constitutes? a.- pref erred form, it a-issto :be understoodthateotheri f orms; might; be

adopted. r I

What is claimed is as follows;

1. In an engine starting system including a starting motor and controls therefor, the combination comprising three independent electrical circuits, each being separably connectible to a common source, the first of said circuits, including the starting motor, and an electromagnetically operated normally open switch therefor; the second of said circuits comprising an electromagnetically operated normally open switch, a normally closed switch responsive to engine operation in series with the second electromagnetically operated switch, and electromagnetic means for operating the starter switch, said third circuit including two normally open control switches in series with the electromagnetic means for operating the normally open electromagnetic switch in the said second circuit, the sequences of operation of said circuits being a three, two, one, order.

2. In an engine starting system including a starting motor and controls therefor, the combination comprising three independent electrical circuits, each being separably connectible to a common source, the first of said circuits including the starting motor, and an electromagnetically operated normally open switch therefor; the second of said circuits comprising an electromagnetically operated normally open switch, a normally closed switch responsive to engine operation in series with the second electromagnetically operated switch, and electromagnetic means for operating the started switch, said third circuit including two normally open control switches in series with the electromagnetic means for operating the normally open electromagnetic switch in the said second circuit, said system being rendered operative by closure of both of said normally open control switches in the third circuit whereby the electromagnetically operated switch in the second circuit closes to energize said circuit for closing the starter switch to energize the starting motor, said system remaining operative until said switch responsive to engine operation is opened.

PAUL L. SCHNEIDER. HAROLD J. CROMWEIL.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,744,868 Cox Jan. 28, 1930 1,852,818 Miscera Apr. 5, 1932 1,919,817 Wilcox July 25, 1933 1,979,836 Kryzer Nov. 6, 1934 1,984,736 Garoutte Dec. 18, 1934 1,993,070 Middleton Mar. 5, 1935 2,007,058 Maurer July 2, 1935 2,013,189 Sayre Sept. 3, 1935 2,024,619 Whitney Dec. 17, 1935 2,112,059 Arthur Mar. 22, 1938 FOREIGN PATENTS Number Country Date 386,704 Great Britain Jan. 26, 1933 

